Training Manual for Fire Safety Practice

8/20/2019 Training Manual for Fire Safety Practice

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Fleet Management Limited

TRAINING MANUAL

FOR FIRE SAFETY PRACTICE

&

FIRE SAFETY

OPERATIONAL BOOK

In Compliance with year 2000 amendments toSOLAS 1974, Chapter II-2,15.2.3/16


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CONTENTS

1. Specimen Muster List2. Copy of Fire control plan3. Details of Fire alarm system4. Emergency Fire Pump Operating

Procedures

5. Emergency generator / batteries –Details and Operating Procedures

6. Fixed fire fighting systems – Details

and Operating Procedures7. Portable fire extinguishers – Types

and Operating Procedures8. Fire man’s outfit – Details and

Donning Instructions

9. SCBA’s – Details and instructions foruse

10. International shore Connection

11. Fire boxes, hoses and nozzle12. Emergency Stops Location and OperatingInstructions

13. Location of Emergency escapes14. List of all fire doors15. Special arrangements for ships

carrying Dangerous cargo

16. Procedures and Guidelines for Dealingwith Fire

17. Operation and use of fire & smokedampers

18. General fire safety practice and precautions related to the dangers of

smoking, electrical hazards, flammable

liquids and similar shipboard hazards,carriage of dangerous goods and

flammable bulk cargoes.

Rev 1 09/02


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Section 1Muster Lists / Station Bill

Muster lists are displayed at several prominent locations on your vessel. Enclosed

is a copy of company’s muster list.


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Section 2Fire Control Plan

Fire Control Plans are displayed at prominent locations around your vessel. A

copy of the Fire Control Plan is enclosed at the end of this manual.


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Section 3Details of Emergency

Alarm Bells and Activation

Points

Make:__________________________

Type :__________________________

Your vessel is provided with alarm bells and alarm activation points at various

locations in the accommodation and engine room. The alarm bells can be

activated by breaking the glass and pushing the button.


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Section 4Emergency Fire Pump

Make : ________________________

Type : ________________________

Location : ______________________

Operating Instructions : Please see overleaf


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INSERT THE EMERGENCY FIRE

PUMP OPERATING PROCEDURES

AND REMOVE THIS PAGE


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Section 5

Emergency Generator /

Batteries

Make : ________________________

Type : ________________________

Location : ______________________



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INSERT THE EMERGENCY

GENERATOR / EMERGENCY

BATTERIES OPERATING

PROCEDURES AND REMOVE THIS

PAGE


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Section 6a

Fixed Fire Extinguishing

System - CO2 System

On hearing Co2 alarm !!!!!! - Leave Engine room at

once through the nearest emergency escape / exit.Make : ________________________

Type : ________________________

Location : ______________________



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INSERT THE FIXED CO2 SYSTEM

OPERATING PROCEDURES AND

REMOVE THIS PAGE


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Section 6b

Water sprinkler system.

Location : ______________________

Space Protected

by this system : ______________________



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INSERT THE WATER SPRINKLER


REMOVE THIS PAGE


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Section 6 c

Fixed foam fireextinguishing system.

Make : ________________________

Type : ________________________

Location : ______________________



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INSERT THE FIXED FOAM FIRE

EXTINGUISHING SYSTEM


REMOVE THIS PAGE


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Section 7

Portable Fire

Extinguishers

Type: chemical foam Type: CO2

Make : ________________________

Type : ________________________



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INSERT THE OPERATING

INSTRUCTIONS FOR EACH TYPE

OF FIRE EXTINGUISHER

PROVIDED ONBOARD YOUR

VESSEL AND REMOVE THIS PAGE


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Section 8

Fire man’s outfit

Make : ________________________

Type : ________________________

Location : 1) _________________ 2) _________________ 3) _________________



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INSERT THE DONNING

PROCEDURES OF FIREMANS

OUTFIT AND REMOVE THIS PAGE


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Section 9SCBA

Make : ________________________

Type : ________________________

Location : 1) _________________ 2) _________________ 3) _________________



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INSERT THE SCBA OPERATING

PROCEDURES AND REMOVE THIS

PAGE


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Section 10

International shore

Connection:

No. of Sets Provided : ________________________

Location : ________________________


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Section 11

Fire Boxes, Hoses

and Nozzles

Type of couplings : ________________________

Location : ________________________ Please see overleaf


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INSERT A LIST GIVING

DETAILS AND LOCATION OF

FIRE HOSE BOXES AND HOSESONBOARD YOUR VESSEL AND

REMOVE THIS SHEET


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Section 12

Emergency stops

1. Quick Closing Valves for Machinery Spaces:

Machinery Covered : ____________________________________________________

Location : _____________________

2. Main Engine Emergency Stop

Location : _____________________

3. Ventilation and Blower stops

Machinery Covered : ____________________________________________________

Location : _____________________

4. Overboard Discharges

Machinery covered : ____________________________________________________

Location : _____________________


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INSERT THE OPERATING

PROCEDURES FOR ITEMS 1 TO 4

LISTED ON PREVIOUS PAGE ANDREMOVE THIS PAGE


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Section 13

Emergency escapes

Locations of Emergency Escapes :

______________________________________________________________________

______________________________________________________________________

______________________________________________________________________


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Section 14

Fire doors

Fire doors should always be kept shut. They should close fully. Automatic door

closing arrangements should be functional. Fire doors should never be secured in

open position.

Locations of Fire doors:

Name of Accommodation Deck / Machinery Space Number of

Doors


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Section 15

Special arrangements for

Ships Carrying DangerousCargo (If applicable)

Make : ________________________

Type : ________________________

Location : ______________________



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INSERT OPERATING PROCEDURES

AND REMOVE THIS PAGE


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Section 16

Procedures and Guidelinesfor Dealing with Fire

Onboard Ships


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1 ACCOMMODATION FIRE

The following factors must be immediately considered by the

Emergency Party when tackling an Accommodation, Storeroom or

Galley Fire:-

1. The speed in which the conflagration is tackled is of paramount

importance.

2. The accommodation will probably fill with smoke - breathing

apparatus will be necessary.

3. Water spray will be used. The combustible material inside the

accommodation spaces is almost exclusively Class A material.

4. Knowledge of the accommodation layout is necessary-the fire

fighters will be operating "blind".

5. It is essential that forced ventilation fans should be stopped and

any fire flaps closed.

6. Electrical circuits should be isolated as the situation requires.The danger of water, particularly in the form of a jet, acting as a

conductor on "live" circuits must be borne in mind.

7. The fire fighters will operate in pairs. It is a well established fact

that the average person's courage is reduced by more than 50%

if he is asked to face danger alone.

The Chief Officer (Number 1 of the Emergency Party) will direct

operations.

Number's 2 and 3 of the Emergency Party will form the main hose party

operating together on one hose.

Number 4 should be prepared to tackle the fire from another direction

or operation as a "search and rescue" party as directed by the Chief

Officer.


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2 ENGINE ROOM FIRE

The Engine Room as a whole can be regarded as a high risk area with

some positions inside the machinery spaces carrying a higher risk than

others.

By far the majority of the combustible materials in the Engine Room are

Class B (oil).Although a fire in the Engine Room may well be electrical

(Class C) in origin, ultimately a serious fire will probably be Class B.

Foam is the best fire fighting medium to combat an oil fire and the

Emergency Party will use the portable foam making equipment.

The Engineer who discovers a fire in the Machinery Space must

immediately consider the following:-

(a) Raising the Alarm.

(b) If oil is involved-stopping the flow of oil to the fire.

(c) Bringing the above portable foam making equipment, or other

portable fire fighting equipment into action.

He should continue to tackle the fire until the Emergency Party arrives,

when the Second Engineer will direct operations.

The Chief Officer will only proceed into the Engine Room in order to

assess the situation. He will then:-

(a) Arrange for the supply of additional equipment and foam

compound to the Second Engineer.

(b) Ensure that the fire does not spread out of Machinery Spaces.

(c) Rescue injured personnel.

(d) Keep the Master informed of the situation by portable

transceiver.

It must be remembered that in over half the Engine Room fires thathave occurred in ships, fire fighting was abandoned too early.


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The fire should be tackled until all the foam compound in the ship has

been consumed. In the meantime, the Chief Engineer Officer should

consult with the Master and prepare the fixed fire fighting installation for

use.

Where a CO2 installation is fitted it must be remembered that this is a

"one off" shot and to have maximum effect all necessary ventilation

fans must be stopped and fire flaps closed. Several minutes may be

required before all the necessary preparations have been completed

and the CO2 can be released.

The Chief Engineer Officer should make the decision whether to use

the CO2 in sufficient time before the foam compound has been used.

As total loss of power will result from flooding the Engine Room with

CO2 it is clearly preferable that the Master be informed before this

action is taken.

Before he proceeds to the CO2 release position, the Chief Engineer

Officer must personally inform the Second Engineer that preparations

are under way to release the CO2 and the Engine Room is to be

evacuated. It is the responsibility of the Second Engineer to ensure that

the Engine Room is evacuated, and then report this to the Chief

Engineer Officer. Only after head count has been taken and Master

has personally given his permission can the CO2 be released.

Ships with Fixed Foam Systems in the Machinery Spaces should

prepare this equipment for use in plenty of time to ensure its

effectiveness.

Those ships fitted with HALON fire extinguishing system to selected

high risk areas in the Machinery Spaces, should also use them in

ample time, to ensure maximum effectiveness. In this case the

ventilation to the space (Purifier Room or Engine Control Room) should

be stopped and the area sealed after being evacuated.


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3 HOLD FIRE / EXPLOSION

An explosion or fire in a Cargo Hold is the most serious situation that

any Emergency Organization can be called upon to fight.

In the loaded condition there will probably be little that the Emergency

Party can achieve, and the saving of life is of paramount importance.

In the light condition there may be a greater chance of taking some

effective action. The following points should be considered by the

Master following such an explosion:-

1. Possibility of isolating the resultant fire by the Emergency Party

putting up a "water wall" around the periphery of the fire, and

boundary cooling.

2. Arresting the transfer of heat into adjacent accommodation

spaces by spraying poop front bulkheads etc.

3. Bringing foam generating equipment into action.

4. Evacuation of "non-essential personnel".

5. Adjust course and speed as necessary to minimize fire spread.

Any action possible will be dictated by circumstances (the ability

to provide water on deck etc.) but it is the duty of the Master and

the Emergency Organization to do all in their power to combat

the situation even after the "non-essential personnel" have left

the ship.

----


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Section 17

Operation and use of fire

and Smoke dampers

Fire and smoke dampers are very critical in fire fighting operations. Please identify the

location, type and operation of each Fire damper on your ship. All fire dampers are to

be closed during fire fighting to ensure no air supply available for the fire to enflame

itself.

LOCATION

(DECK)

TYPE METHOD OF CLOSING


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Section 18

General fire safetypractice and precautions

related to the dangers of –

smoking, electrical

hazards, flammable

liquids and similar

shipboard hazards,

carriage of dangerousgoods and flammable bulk

cargoes.


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SMOKING

Smoking constitutes an ever present ignition hazard on any ship and

more particularly on a tanker. There are numerous places on a tanker

where there is frequently or always a fire risk. Total prohibition of

smoking in these places at all times and irrespective of the cargo

carried will interfere little with freedom and will establish good practice

and an awareness of the general risk which these places involve.

Such places are:-

a) cargo and ballast tanks

b) pump rooms

c) cofferdams

d) forecastle

e) center castle space

f) store rooms, cargo hose stores,

g) fore and aft peak stores

h) deep tanks

any open deck in the vicinity of cargo tanks.

Places approved for smoking should preferably be abaft the cargo

tanks and should have doors or portholes which cannot be opened

directly to the tank deck. In the selection of such places thought should

be given to the position, relative to operations on the cargo tanks, of

the ventilation intakes and to the effect of wing. An adequate supply of

suitable ashtrays should be provided in these places.

During cargo operations, when loading, discharging and/or hold

cleaning smoking will only be permitted in designated areas inside the

accommodation. During periods of high concentration of explosive and

toxic gases around or near the accommodation block, the Master will“Prohibit All Smoking”. Notice boards showing the smoking regulations

must be exhibited prominently in all areas. NO SMOKING notices must

be installed on the inside of all doors leading to outer deck spaces,

bridge wings, engine room or any other space where smoking is

prohibited.

IN ANY CASE SMOKING IN BED SHOULD BE STRICTLY

FORBIDDEN


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ELECTRICAL HAZARDS

INSTRUCTIONS AND PRECAUTIONS

1. Avoid contact with electrical power lines. Contact with low voltage lines

such as 110-volt household lighting circuits can result in death.

2. Employees should avoid stepping on or handling low wiring, lighting

units or handlamps found lying on the floor or ground, especially in

damp areas. Such a condition should be remedied by opening the

circuit and restoring items to their proper place.

3. When operating electrical equipment, employees should proceed

according to instructions. They must not experiment. If equipment does

not operate properly, call the electrician.

4. Unauthorised persons must not attempt to make repairs to electrical

equipment. All unsafe appliances, lines and electrical apparatuses

should be reported to the electrician.

5. Only the electrician or other authorised person shall repair defective

electrical equipment.

6. Defective or frayed electrical cords or equipment and appliances must

be repaired or replaced.

7. Electrical outlets should not be overloaded.

8. Substitutes for fuses such as coins, slugs or any other make-shift

connections must never be used.

9. Only authorised personnel should attend to replace primary fuses.

10. Hands, shoes and clothing should be dry when electrical equipment is

being handled.

11. All portable electrical tools shall be circuit-grounded through the third

wire of a three-conductor cord.

12. Water or steam should not be used to wash the area near electrical

engines or other electrical equipment, unless the power has been cut

off.

13. When changing a broken light bulb make certain that the circuit is

deenergised.


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14. Keep the glassware on all industrial fixtures clean so that illumination

will be at a safe level. Never remove protective globes from vapor-proof

or explosion proof fixtures longer than necessary to clean or replace.

15. Employees should avoid handling broken fragments of fluorescent

lamp tubes and should not breathe dust or vapors from a broken lamp.

Sufficient time should be allowed for the atmosphere to clear before

cleaning up the broken pieces. Should any wounds be received,

employees should wash thoroughly and seek immediate medical

attention. Burned out tubes should always be disposed of, thus

avoiding hazard to other people.

16. Safety lamps and extension cords must be kept in good order. They

must be checked for bad insulation and cracked or broken protectionglobes. The cord shall not be used if it is defective. Take care and

avoid wrapping the cord around arms or any part of the body. Avoid

standing in water when using the cord.

17. All portable handlights used in hazardous locations must be of

explosion proof type.

18. No portable handlight should be used unless the outside globe and

metal guard is in place.

19. Doors to and covers over electrical apparatus enclosures shall be kept

closed except while making repairs.

20. Switches opened to permit work on electrical circuit or equipment

should be locked in the open position or tagged to warn against closing

them.

21. All non-current carrying enclosures, or structures used in electrical

equipment, or circuits shall be grounded. In a grouping of electric

apparatus the ground shall be interconnected. Before starting to work

on such enclosures or structures determine that the ground is effective.

Always call the electrician.

Whenever work is to be carried out on electrical equipment, or

on equipment powered by electricity, a permit to work should be

issued indicating that the electrical supply of the equipment has

been isolated. The Electrical Isolation Certificate(EIC), form

DE-23D.


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Isolation can be effected by locking off switchgear or the

complete removal of fuses. Consideration should be given to a

system of control which prevents the accidental reconnection of

supply – for example by installing a locking arrangement,

labeling of switches and the display of warning notices.

OTHER HAZARDOUS AREAS

Hazardous areas on a vessel will vary according to the type and design

of a vessel. Generally on a vessel any enclosed space like, double

bottom ballast or fuel tanks, cargo holds or tanks, cofferdams etc may

be classed as potential hazardous areas because of the possibility of

oxygen deficiency or the presence of hydrocarbon or toxic gases.

These areas should be identified on board and categorised accordinglyand made known to all personnel. Needless to say personnel should

consult the Safety Officer or any responsible person to determine

whether entry into such spaces is permitted.

For a tank vessel however it is desirable to define hazardous areas in

terms which can be applicable to both shore and tanker installations

during cargo handling, ballasting and gas freeing, to promote

correlation of safety procedures, and of equipment recommended for

use in these areas. The probability of a flammable atmosphere being

present is taken into account by grading the areas into three divisions.

The degree of risk in a hazardous area is determined by the probability

of a flammable atmosphere arising at a given time together with the

probability of any equipment causing ignition. When considering the

degree of risk on tankers at a berth, and on a berth, the extent of the

classified areas is governed by the handling of volatile cargo on the

tanker, on tankers at adjacent berths, and on the jetty. The extent of

classified areas on a tanker at a berth can differ from the extent when

the tanker is at sea.

For the purpose of this safety guide, hazardous areas on a tanker may

be classified as follows:

Division 0

An area in which a hazardous atmosphere is continuously present or is

present for long periods.


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Division 1

An area in which a hazardous atmosphere is likely to occur under

normal operating conditions.

INSTRUCTIONS AND PRECAUTIONS FOR GAS CUTTING AND BURNING

The following procedures shall be complied with when carrying out gas cutting

and burning:

1) Check the oxygen and acetylene hoses and piping carefully to ensure

that they are free of cracks, cuts, nicks or soft spots which could result

in gas leakages.

2) Check that the pressure gauges and regulators are in good condition

and working properly.

3) Check that all connections are tight and that there are no leakages.

4) Ensure that flashback arrestors are fitted and operational.

5) Ensure that the oxygen and acetylene bottles are securely fastened.

6) Check that the cutting / heating torch is in good condition, is suitable for

the job at hand and that the nozzle is clear and safe for use.

7) If an acetylene bottle gets hot, all work shall be stopped at once. The

bottle shall be cooled by spraying cold water on it. Once it has cooled it

shall be moved to a cool well ventilated location. When alongside a berth or terminal no hot work should be

carried out unless the terminal representative or port

authority have been consulted and approval obtained in

writing. This is in addition to requirements for the Hot Work

Permit DE-23B and written permission from head office.

Immediately before hot work is undertaken the compartment

where the work is to be executed should be ventilated until tests

with a combustible gas indicator give a reading of not more than1% LFL.

All sludge, scale and sediment should be removed from an area

of at least 10 mtrs around the area of hot work, including reverse

side of frames, bulkheads etc. Other areas that may be affected

by hot work should also be cleaned, e.g. the area immediately

below the place where the work is being undertaken.

Periodic gas test should be carried out while the hot work is in

progress and before the resumption after a break. A suitably

trained firewatcher should be in attendance in the compartment


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while any hot work is in progress.

All pipelines to a tank being worked on should be isolated, and

adjacent tanks and spaces should be rendered safe by gas

freeing, inerting, or filling with water. Other tanks which may not

be gas free should be closed. An adjacent bunker tank

containing fuel may be considered safe as long as tests on the

ullage space with a combustible gas indicator give a reading of

not more than 1% LFL. Checks should be made to ensure that

there is no ingress of flammable gases or liquids, toxic gas or

inert gas from adjacent tanks or spaces by leakages. If the hot

work could cause heat transfer through a common bulkhead, the

adjoining space should either be filled with water or fuel to well

above the level at which the work is being done, inert or gasfree.

Hot work on pipelines and valves should only be permitted when

the appropriate section has been detached from the system by

cold work and the open ended sections of the remaining system

have been sealed off. The section of pipe to be worked on

should be gas free to a safe for hot work standard.

Heating coils should be flushed and opened to ensure that they

are gas free. Concurrent pumping of cargo or ballast, tankwashing and any other operations utilising the cargo system

should be stopped.

Adequate fire extinguishing equipment should be laid out ready

for immediate use.

A “ hot work permit – form DE-23B” shall not be issued before

the items listed in it have been carefully checked and the Chief

Officer/Chief Engineer is fully satisfied that all precautions have

been taken.

After the hot work permit has been issued and while the work is

in progress, the Chief Officer/Chief Engineer or any responsible

person delegated by him, shall remain in the immediate area to

maintain control until work has been completed.


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HAZARDOUS SUBSTANCES

The need to inculcate a sense of proper know how and

precautions to be exercised in handling various substances and

products which are used in the day to day operation of a vessel

should be considered as vital for both personnel health and

safety of the vessel.

A material can be hazardous in several ways:

Toxic - Most chemicals are toxic at some level of exposure. If allowed to enter

the body through the nose, mouth, or skin, they can make one sick. Fumes,

dust and vapours from toxic materials can be especially harmful because they

can be inhaled and pass quickly from the lungs into the blood, allowing thepoisons to circulate throughout the body.

Corrosive - Materials like strong acids and bases can eat right through other

substances including clothing. If splashed on the skin or eyes, they can cause

serious burns. Some of these materials can break down into poisonous

gases, making them doubly hazardous.

Explosive - Some material can explode when they are exposed to heat or

flame. Included in this category are materials like flammable liquids and

compressed gases, which can explode under certain conditions.

Flammable - This category includes all materials that can catch fire easily,

burn rapidly, spread quickly and give off intense heat. Many materials used

and stored in the workplace are flammable, including many solvents and

lubricants.

Reactive - These materials have to be isolated, stored in special containers

and used with extreme caution. Some can burn when exposed to air or water

and some when mixed with other substances. It's important to note that

reactive materials don't have to be near heat or flames to burn. They burn

spontaneously. They can also give off vapours that can be hazardous if

inhaled.

Material Safety Data Sheets are provided on all vessels for the health, safety

and environmental protection information necessary for the safe handling and

use of chemical products, including marine fuels. These sheets provide

important details like, identification of the product, hazardous ingredients,

physicial and chemical characteristics, fire and explosion hazards, reactivity,


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health hazards, precautions for safe handling and use as well as control

measures to be taken.

Hazards identified by the MSDS may be avoided and risks in handling may be

reduced if employees are informed to remain alert to their possible occurence

and adhere to the safe practices. Thus the data sheets are important in

instructing the crew on the precautions to be taken in handling such products,

in addition to providing first aid remedies, fire fighting procedures and other

emergency response considerations.

Working safely with hazardous material can be categorised into four steps:

a) Pay attention to warning signs

b) Read all labels on the containers carefully.

c) Get additional information from the MSDS when in doubt

d) Ask questions if you do not understand the warning labels.


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SOLID BULK CARGOES:

Solid materials transported in bulk, which can present a hazard during

transport because of their chemical nature or properties, are listed in

appendix B of Code of Safe Practice for Solid Bulk Cargoes. Some of

these materials are classified as dangerous goods in the International

Maritime Dangerous Goods Code (IMDG Code).

Solid bulk cargoes which are dangerous can be classed into following

categories:

- Flammable solids (Class 4.1)

- Substances liable to spontaneous combustion (Class 4.2)

- Substances, which emit flammable gases in contact with

water (Class 4.3)

- Oxidizing substances (Class 5.1)

- Toxic substances (Class 6. 1)

- Infectious substances (Class 6.2)

- Radioactive materials (Class 7)

- Corrosives (Class 8)

- Miscellaneous dangerous substances and articles (Class 9)

Whenever such cargoes are carried above codes should be referred to

and following should be determined:

- Class to which cargo belongs.

- Appendix B should be referred to for their properties,

segregation, stowage requirements and any special

requirements if applicable.

- Their EmS (Emergency schedule number) should be

ascertained and codes referred to in cases of emergency for

taking appropriate action.


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FOR VESSELS CARRYING FLAMMABLE LIQUID CARGOES IN BULK:

CRUDE OIL/PETROLEUM PRODUCTS

Whenever liquid cargo carried in bulk is crude oil or petroleum product,

ISGOTT should be referred to. Fire precautions given in the guide

should be followed.

NOXIOUS LIQUIDS IN BULK

Similarly IBC code should be referred to for noxious liquid substances

carried in bulk.

Vessel should determine the category of cargo from Chapter 17 or 18of the IBC code as applicable and find the special requirements for

carriage of the cargo.

Chapter 15 should be referred to whenever specified in 'Summary of

Minimum Requirements' and precautions should be taken accordingly.

Appropriate segregation should be maintained with other incompatible

cargoes.

MSDS of the cargo should be referred to.

General precautions to be taken in case of liquid substances carried in bulk

are given below:

VAPOUR CONTROL

The inert gas system if fitted must be used at all times to provide masthead

venting of vapours from cargo tanks when transferring cargo, dirty ballast, ordecanted ballast. Tank hatches and Butterworth plates must be tightly closed.

DOORS AND PORTS

When Class A products are transferred, bulkhead doors, ports, and other

openings into the accommodation must be closed.

VENTILATING EQUIPMENT

When transferring oil or dirty ballast, ventilators must be trimmed to prevent

vapours from entering quarters or machinery spaces.


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FLAME ARRESTORS IN CARGO VENT SYSTEM

Flame arrestor screens should be regularly inspected, changed, cleaned and

repaired as necessary.

IGNITION SOURCES

SMOKING

Smoking is only permitted at time and place approved by the Master. In ports

stricter local & terminal regulations will have to be followed and implemented

by master.

STATIC ELECTRICITY

a) Synthetic Fiber Hand Lines

Under no circumstances may vessel or terminal personnel use synthetic fiber

hand lines at the cargo tanks for taking samples, soundings, ullages,

temperatures, etc. Under certain conditions static electricity can be generated

by friction between synthetic fiber line and the operator’s hand to the tank top

and ignite the oil vapours. Only properly bonded metal tapes or natural fiberline may be used for sampling or measuring or dirty ballast.

b) Bonding Wires

Some terminals require that bonding wires be connected between the vessel

and the dock before hose or loading arms are connected. The vessel officer in

charge must ensure that this bonding wire is properly connected.

c) Static Electricity in Cargoes

Requirements for limiting cargo loading rates, and allowing a period for the

dissipation of static charge are not required on vessels using an inert gas

system.


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ELECTRICAL EQUIPMENT

a) Appliances

The use of portable electric appliances (heaters, toasters, immersion heaters,

televisions, radios, non-gas tight electric motors) is allowed only in non-

hazardous areas.

b) Temporary Lights

Only approved intrinsically safe flashlights to be used in transfer operations.

RADIO TRANSMISSION

Radio-telegraph and radio-telephone transmission (with the exceptions of

VHF/UHF) is prohibited during cargo or dirty ballast handling. Radio station

aerials to be earthed in port and a notice to such an effect to be displayed

near the equipment.

FIRE FIGHTING GEAR

FIRE HOSES

During cargo or dirty ballast transfer through the manifold, fire hoses with

nozzles attached must be connected to fire hydrants at suitable locations on

the vessel and led out ready for immediate use.

FOAM GEAR

During cargo or dirty ballast transfer through the manifold, portable foam

equipment must be ready for use at the manifold when the hose or loading

arm is connected. The nozzle must be connected to a fire hose, with an

emergency supply of liquid foam near at hand.

FIRE WIRES

When the vessel is alongside a dock, wire pennants must be hung from the

offshore bow and stern of the vessel so that a line can be quickly made fast

and the vessel towed away in case of emergency. Wire must be tended to

ensure that the outboard eye will always be 1 to 3 meters from the surface of

the water. Some terminals have specific instruction for rigging fire wires.


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WARNINGS

RED WARNING SIGNAL

The following signal must be shown any time oil or dirty ballast is transferred:

- At a dock - a red flag must be shown by day, and a red light by night.

- At anchor - a red flag must be shown by day. There is no night signal.

This will alert any craft coming along side the vessel to exercise precautions.

GANGWAY WARNING

Any time oil, dirty ballast is transferred, the following warning sign must be

posted at the gangway:

WARNING

DANGEROUS CHEMICALS

NO OPEN LIGHTS NO SMOKING

NO VISITORS

RADIO TRANSMISSION WARNING

Any time oil or dirty ballast is transferred; the following warning sign must be

posted at the radio station:

WARNING

DO NOT ENERGISE RADIO EQUIPMENT DURING TRANSFER OF

GRADE A, B OR C LIQUIDS EXCEPT BY PERMISSION OF SENIOR

DECK OFFICER.

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Documents

Training Manual for Fire Safety Practice